CN116161010A

CN116161010A - Control method, system, equipment and storage medium of hybrid electric vehicle

Info

Publication number: CN116161010A
Application number: CN202310203382.7A
Authority: CN
Inventors: 王浩; 刘小强; 程光敏
Original assignee: Loncin Motor Co Ltd; Chongqing Longxin Engine Co Ltd
Current assignee: Loncin Motor Co Ltd; Chongqing Longxin Engine Co Ltd
Priority date: 2023-03-02
Filing date: 2023-03-02
Publication date: 2023-05-26

Abstract

The application discloses a control method, a system, equipment and a storage medium of a hybrid electric vehicle, which are applied to the technical field of vehicle control and comprise the following steps: detecting the opening of an accelerator and controlling the power output of the engine according to the opening; when the accelerator opening change rate is detected to be larger than a preset first threshold value, auxiliary change amounts corresponding to the current accelerator opening change rate are selected from the auxiliary change amounts of N gears according to a first corresponding rule to serve as current first auxiliary change amounts; superposing the actual auxiliary quantity at the previous moment with the current first auxiliary variable quantity, and limiting the superposition result through a set maximum auxiliary quantity threshold value to obtain the actual auxiliary quantity at the current moment; the auxiliary quantity of the motor is controlled to be the obtained actual auxiliary quantity at the current moment. By the aid of the scheme, the hybrid electric vehicle can be effectively controlled, driving operability of a user on the vehicle is improved, and driving experience and driving safety of the user on the hybrid electric vehicle are guaranteed.

Description

Control method, system, equipment and storage medium of hybrid electric vehicle

Technical Field

The present invention relates to the field of vehicle control technologies, and in particular, to a method, a system, an apparatus, and a storage medium for controlling a hybrid vehicle.

Background

The hybrid power vehicle takes an engine as a main power source of the whole vehicle, and the auxiliary torque of the whole vehicle is provided by the aid of a motor in the running process. In a current hybrid vehicle, the change amount of the accelerator opening generated by the accelerator pedal of a user is detected, so as to determine whether the motor outputs an auxiliary amount, that is, when the accelerator opening is increased more, the motor outputs the auxiliary amount, otherwise, the auxiliary amount is not output, and the magnitude of the auxiliary amount output by the motor does not have a grade. Further, even when the accelerator opening degree is reduced, the assist amount is not output.

The current design ensures that the motor does not output auxiliary quantity when the user slowly tightens the accelerator or slowly loosens the accelerator, so that the user has poor driving operability of the vehicle, namely, in the design, the operation intention of the user cannot be accurately matched through the output of the auxiliary quantity of the motor.

In summary, how to effectively control the hybrid vehicle, improve the driving operability of the vehicle for the user, and ensure the use experience of the user is a technical problem that needs to be solved by those skilled in the art.

Disclosure of Invention

The invention aims to provide a control method, a system, equipment and a storage medium for a hybrid electric vehicle, so as to effectively control the hybrid electric vehicle, improve the driving operability of a user on the vehicle and ensure the use experience of the user.

In order to solve the technical problems, the invention provides the following technical scheme:

a control method of a hybrid vehicle, an engine of the vehicle being coaxially connected with a motor to jointly power the vehicle, the control method of the hybrid vehicle comprising:

detecting the opening degree of an accelerator, and controlling the power output of the engine according to the opening degree of the accelerator;

when the change rate of the accelerator opening is detected to be larger than a preset first threshold value, selecting an auxiliary change amount corresponding to the current change rate of the accelerator opening from the auxiliary change amounts of N gears according to a first corresponding rule, and taking the auxiliary change amount as a current first auxiliary change amount;

superposing the actual auxiliary quantity at the previous moment with the current first auxiliary variable quantity, and limiting the superposition result through a set maximum auxiliary quantity threshold value to obtain the actual auxiliary quantity at the current moment;

controlling the auxiliary quantity of the motor to be the obtained actual auxiliary quantity at the current moment;

Wherein, the opening degree of the accelerator is positively correlated with the power output of the engine; n is a positive integer not less than 2, and the first threshold is a value not less than 0; the auxiliary variable quantities of the N gears are positive numbers, and the accelerator opening degree variable rate is positively correlated with the first auxiliary variable quantity.

Preferably, the method further comprises:

when the fact that the accelerator opening change rate is negative and the absolute value is larger than a preset second threshold value is detected, selecting an auxiliary change amount corresponding to the current accelerator opening change rate from the auxiliary change amounts of M gears according to a second corresponding rule, and taking the auxiliary change amount as a current second auxiliary change amount;

superposing the actual auxiliary quantity at the previous moment with the current second auxiliary variable quantity, and limiting the superposition result through a set minimum auxiliary quantity threshold value to obtain the actual auxiliary quantity at the current moment;

wherein M is a positive integer not less than 2, and the second threshold is a value not less than 0; the auxiliary variable quantities of the M gears are negative numbers, and the absolute value of the accelerator opening degree variable rate is positively correlated with the absolute value of the second auxiliary variable quantity.

Preferably, the method further comprises:

when the auxiliary quantity of the motor changes from 0, starting a timer to count at the moment of the change;

and when the timing duration of the timer reaches the set first duration, controlling the auxiliary quantity of the motor to be reduced to 0 and to last for the second duration, and resetting the timer.

Preferably, the method further comprises:

after the second period of time, before the magnitude of the auxiliary quantity of the motor changes, the motor is controlled to be in a charging state so as to charge a storage battery of the vehicle through the motor.

Preferably, the method further comprises:

the magnitude of the assist amount of the control motor is maintained at 0 when the rotational speed of the engine is detected to be out of the set first rotational speed range and/or when the engine failure is detected.

Preferably, the method further comprises:

when the accelerator opening change rate is detected to be negative, and the absolute value is not greater than a preset second threshold, and the current accelerator opening is lower than a preset first opening threshold, the actual assist amount at the current time is set to 0.

Preferably, the method further comprises:

allowing the motor to output an auxiliary quantity when it is detected that the electric quantity of the storage battery of the vehicle is higher than a first electric quantity threshold;

When it is detected that the electric quantity of the battery of the vehicle is lower than the second electric quantity threshold value, the motor is prohibited from outputting the assist quantity.

Preferably, the method further comprises:

the magnitude of the assist amount of the control motor is kept at 0 when a VCU failure is detected, and/or when the motor failure is detected, and/or when the vehicle speed is detected to exceed a set vehicle speed range, and/or when a battery failure of the vehicle is detected, and/or when an abnormality in the stability of the vehicle is detected.

A control system for a hybrid vehicle, the engine of the vehicle being coaxially connected with an electric machine to collectively power the vehicle, the control system comprising:

the engine power control module is used for detecting the opening degree of an accelerator and controlling the power output of the engine according to the opening degree of the accelerator;

the first auxiliary change amount calculation module is used for selecting an auxiliary change amount corresponding to the current accelerator opening change rate from the auxiliary change amounts of N gears according to a first corresponding rule as a current first auxiliary change amount when the accelerator opening change rate is detected to be larger than a preset first threshold value;

The actual auxiliary quantity calculating module is used for superposing the actual auxiliary quantity at the previous moment with the current first auxiliary variable quantity, and limiting the superposition result through a set maximum auxiliary quantity threshold value to obtain the actual auxiliary quantity at the current moment;

the motor auxiliary quantity control module is used for controlling the auxiliary quantity of the motor to be the obtained actual auxiliary quantity at the current moment;

A control apparatus of a hybrid vehicle, comprising:

a memory for storing a computer program;

a processor for executing the computer program to implement the steps of the control method of the hybrid vehicle as described above.

A computer-readable storage medium having stored thereon a computer program which, when executed by a processor, implements the steps of the method of controlling a hybrid vehicle as described above.

By applying the technical scheme provided by the embodiment of the invention, the opening degree of the accelerator can be detected, and the power output of the engine is controlled according to the opening degree of the accelerator, and the opening degree of the accelerator is positively correlated with the power output of the engine, so that the power output of the engine can effectively correspond to the driving intention of a user. When the accelerator opening change rate is detected to be larger than the preset first threshold value, the auxiliary change amount corresponding to the current accelerator opening change rate can be selected from the auxiliary change amounts of the N gears according to the first corresponding rule, the auxiliary change amounts of the N gears are positive numbers as the current first auxiliary change amount, and the accelerator opening change rate is positively correlated with the selected first auxiliary change amount.

It can be seen that, because the auxiliary variable amounts of the N gears are divided, when the acceleration requirement of the user is stronger, the obtained value of the first auxiliary variable amount is larger, that is, the acceleration requirement of the user can be reflected, so that the obtained value is larger after the first auxiliary variable amount is overlapped with the actual auxiliary variable amount at the previous moment. On the contrary, when the user needs to accelerate slowly, the obtained value is smaller after the first auxiliary variable quantity is overlapped with the actual auxiliary quantity at the last moment, so that the slow acceleration requirement of the user can be realized. Therefore, the scheme of the application improves the driving operability of the user on the vehicle.

Moreover, considering that the acceleration of the vehicle can be influenced by the auxiliary quantity of the motor, the method and the device for controlling the accelerator opening degree of the vehicle are used for superposing the obtained first auxiliary variable quantity and the actual auxiliary quantity at the previous moment, and compared with the method and the device for controlling the accelerator opening degree of the vehicle, the method and the device for controlling the accelerator opening degree of the vehicle are beneficial to enabling the actual auxiliary quantity to change smoothly, are beneficial to guaranteeing the driving experience of a user and are beneficial to guaranteeing the driving safety. In addition, after the superposition is finished, the superposition result is limited based on the set maximum auxiliary quantity threshold value, so that the driving safety is ensured. After the actual auxiliary quantity at the current moment is obtained, the auxiliary quantity of the motor can be controlled accordingly.

In summary, the scheme of the application can effectively control the hybrid electric vehicle, improves the driving operability of the user on the vehicle, is favorable for smoother and smoother change of the actual auxiliary quantity, ensures the driving experience of the user, and is also favorable for ensuring the driving safety.

Drawings

In order to more clearly illustrate the embodiments of the invention or the technical solutions in the prior art, the drawings that are required in the embodiments or the description of the prior art will be briefly described, it being obvious that the drawings in the following description are only some embodiments of the invention, and that other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.

FIG. 1 is a flow chart illustrating a method for controlling a hybrid vehicle according to the present invention;

FIG. 2 is a schematic diagram of a transmission structure according to an embodiment of the present invention;

FIG. 3 is a schematic diagram of a control architecture according to an embodiment of the present invention;

FIG. 4a is a schematic diagram of the auxiliary quantity output in a first scenario of the present invention;

FIG. 4b is a schematic diagram of the auxiliary quantity output in a second scenario of the present invention;

FIG. 4c is a schematic diagram of the auxiliary output in a third scenario of the present invention;

FIG. 4d is a schematic diagram of the auxiliary output in a fourth scenario of the present invention;

FIG. 5 is a schematic diagram of a control system of a hybrid vehicle according to the present invention;

fig. 6 is a schematic structural view of a control apparatus of a hybrid vehicle in the present invention.

Detailed Description

The core of the invention is to provide a control method of the hybrid power vehicle, which can effectively control the hybrid power vehicle, improves the driving operability of a user on the vehicle, is beneficial to smoother and smoother change of the actual auxiliary quantity, ensures the driving experience of the user and is beneficial to ensuring the driving safety.

In order to better understand the aspects of the present invention, the present invention will be described in further detail with reference to the accompanying drawings and detailed description. It will be apparent that the described embodiments are only some, but not all, embodiments of the invention. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.

Referring to fig. 1, fig. 1 is a flowchart illustrating an implementation of a control method of a hybrid vehicle according to the present invention, wherein an engine and a motor of the vehicle are coaxially connected to jointly power the vehicle, and the control method of the hybrid vehicle may include the following steps:

step S101: and detecting the opening degree of the accelerator, and controlling the power output of the engine according to the opening degree of the accelerator.

Specifically, the vehicle of the present application is a hybrid vehicle, i.e., the engine of the vehicle is coaxially coupled to the electric machine, thereby collectively powering the vehicle. The specific transmission structure of the vehicle can be set and adjusted according to actual needs, for example, fig. 2 is a schematic diagram of the transmission structure in an embodiment, and the engine in fig. 2 is coaxially connected with the motor, and transmits power to the wheels through the clutch, the gearbox and the transmission shaft.

The scheme of the application can be applied to various types of vehicles such as automobiles, motorcycles and the like, and does not influence the implementation of the invention, for example, when the vehicle is particularly an automobile, the accelerator described in the application is particularly an accelerator pedal of the automobile, and when the vehicle is particularly a motorcycle, for example, the accelerator described in the application is particularly an accelerator handle of the motorcycle. Of course, whatever type of throttle, the throttle opening may be detected by a corresponding sensor.

The throttle opening is positively correlated with the driver power demand, the greater the opening, the greater the power demand. The engine is the primary source of power for the present invention.

When the power output of the engine is controlled based on the opening degree of the accelerator, the specific implementation mode can be set and adjusted according to actual requirements, and the implementation of the invention is not affected.

In practice, the various steps of the present application may be performed by a control system of a hybrid vehicle, i.e. a VCU (Vehicle Control Unit ), which is shown in fig. 3. In detecting the accelerator opening, the VCU in fig. 3 is specifically detected by an accelerator opening sensor. That is, information on engine control such as accelerator opening may be detected by a sensor and transmitted to the VCU. When the power output of the engine is controlled, the control of the power output of the engine can be realized by controlling an actuator such as oil injection ignition and the like.

In addition, it can be understood that when the power output of the engine is controlled according to the opening degree of the accelerator, the engine can be directly controlled by the VCU, or the indirect control can be realized based on corresponding devices, and an indirect control scheme is generally adopted in practical application, so that the situation of over-high cost and lower reliability caused by excessive concentration of functions is avoided. For example, in FIG. 3, VCU specifically controls the power output of the engine via EMS (Engine Management System ). The VCU and the EMS may be connected by a plurality of types of buses such as a CAN (controller area network).

Step S102: when the accelerator opening change rate is detected to be larger than a preset first threshold value, auxiliary change amounts corresponding to the current accelerator opening change rate are selected from the auxiliary change amounts of N gears according to a first corresponding rule to serve as current first auxiliary change amounts.

It should be noted that there is no limitation of the sequence between the step S101 and the step S102, and the connection between the step S101 and the step S102 is performed only for easy viewing in fig. 1.

The first threshold is a preset value not less than 0. When the accelerator opening degree change rate is positive but equal to or less than the first threshold value, it is considered that the user does not have a relatively noticeable acceleration intention, and therefore, in practical application, when the accelerator opening degree change rate is positive and less than the first threshold value, the first assist change amount may be considered as 0, that is, the actual assist amount at that time will be equal to the actual assist amount at the previous time.

When the accelerator opening degree change rate is positive and greater than the first threshold value, it is indicated that the user intends to accelerate, and the value of the obtained first auxiliary change amount is determined for the acceleration demand. Specifically, the auxiliary variable amounts of the N gears are positive numbers, and the accelerator opening degree variable rate is positively correlated with the selected first auxiliary variable amount.

N is a positive integer not less than 2, for example, in one case N is 5, i.e. there are a total of 5 gears. For example, the accelerator opening change rate is expressed by Δtp, and when Δtp belongs to the (a, B), the assist change amount selected from the assist change amounts of 5 shift positions is specifically y1 according to the first correspondence rule, and when y1 is the first assist change amount, and when Δtp belongs to the (B, C), the assist change amount selected from the assist change amounts of 5 shift positions is specifically y2 according to the first correspondence rule, and when Δtp belongs to the (C, D), y3 is the first assist change amount, and when Δtp belongs to the (D, E), y4 is the first assist change amount, and when Δtp belongs to the (E, + -. And is the first assist change amount, y5 is the first assist change amount.

In this embodiment, a, B, C, D, E are corresponding threshold setting values, and it can be seen that a < B < C < D < E, where a is the first threshold described in step S102, and since the rate of change of the accelerator opening is positively correlated with the selected first auxiliary variable, in this embodiment, y1 < y2 < y3 < y4 < y5, that is, when it is detected that the user' S intention of acceleration is stronger, the greater the rate of change of the accelerator opening is, the greater the obtained first auxiliary variable is.

In addition, in practical applications, the detection of the accelerator opening may be performed periodically, and the change rate of the accelerator opening may be calculated from the change amount of the accelerator opening and the detection interval. The value of the detection interval can be set and adjusted as needed without affecting the implementation of the present invention, for example, in one case, the detection interval is set to 30 ms based on the performance of the corresponding sensor and the processing capability of the processor.

Step S103: and superposing the actual auxiliary quantity at the previous moment with the current first auxiliary variable quantity, and limiting the superposition result through a set maximum auxiliary quantity threshold value to obtain the actual auxiliary quantity at the current moment.

According to the method, if the detected accelerator opening change rate is directly mapped into the value of 1 corresponding actual auxiliary quantity according to the set corresponding relation, although the acceleration intention of the user in different degrees can be reflected through the value of the actual auxiliary quantity, the mode can cause the value mutation degree of the actual auxiliary quantity to be larger, the driving experience of the user is not guaranteed, and the driving safety is not guaranteed.

Therefore, in the scheme of the application, the numerical value of the first auxiliary variable is mapped according to the detected accelerator opening degree change rate, and then the actual auxiliary variable at the previous moment is overlapped with the first auxiliary variable determined at present, so that the actual auxiliary variable at the current moment is obtained. Of course, in order to ensure driving safety, an upper limit of a maximum assist amount threshold is also set for the actual assist amount, that is, after the actual assist amount at the previous time is superimposed with the current first assist variable amount, if the superimposed result does not exceed the set maximum assist amount threshold, the superimposed result may be regarded as the value of the actual assist amount at the current time, but if the superimposed result exceeds the maximum assist amount threshold, the maximum assist amount threshold is regarded as the value of the actual assist amount at the current time.

The specific value of the maximum auxiliary quantity threshold can be set and adjusted according to actual conditions, for example, the specific value of the maximum auxiliary quantity threshold can be adjusted based on parameters such as the motor model and the like.

Step S104: the auxiliary quantity of the motor is controlled to be the obtained actual auxiliary quantity at the current moment.

After the auxiliary quantity of the motor is obtained, the auxiliary quantity of the motor can be controlled to be the actual auxiliary quantity at the current moment.

As in the above, when controlling the auxiliary quantity of the motor, the auxiliary quantity of the motor may be directly controlled or indirectly controlled by a corresponding device, for example, in the embodiment of fig. 3, the VCU specifically controls the auxiliary quantity of the motor by using an MCU (Motor Control Unit ), and the VCU and the MCU may also be connected through a bus in various forms such as a CAN.

Similarly, when controlling the auxiliary quantity of the motor, the specific implementation manner can be set and adjusted according to actual needs, and the implementation of the invention is not affected, for example, in some occasions, the auxiliary quantity of the motor is usually measured by torque, that is, the auxiliary quantity is controlled by controlling the output torque of the motor.

In one embodiment of the present invention, the method may further include:

when the accelerator opening change rate is detected to be negative and the absolute value is larger than a preset second threshold value, selecting an auxiliary change amount corresponding to the current accelerator opening change rate from the auxiliary change amounts of M gears according to a second corresponding rule, and taking the auxiliary change amount as a current second auxiliary change amount;

wherein M is a positive integer not less than 2, and the second threshold is a value not less than 0; the auxiliary variable quantities of the M gears are negative numbers, and the absolute value of the accelerator opening degree variable rate is positively correlated with the absolute value of the selected second auxiliary variable quantity.

In the above embodiment, the description has been given of the case where the accelerator opening degree change rate is positive, whereas in this embodiment, the description has been given of the case where the accelerator opening degree change rate is negative.

The second threshold value is a value not less than 0, and when it is detected that the accelerator opening degree change rate is negative, but the absolute value is lower than the second threshold value, it is indicated that the user has just slightly loosened the accelerator, so in practical application, as in the above embodiment, when the accelerator opening degree change rate is negative and the absolute value is smaller than the second threshold value, the second assist change amount may be regarded as 0, so that the actual assist amount at this time will be equal to the actual assist amount at the previous time.

The specific value of the second threshold can be set according to the requirement, and can be equal to the value of the first threshold or not equal to the value of the first threshold, and the implementation of the invention is not affected.

When the accelerator opening degree change rate is negative and the absolute value is larger than the second threshold value, it is described that the user has an intention to decelerate, and of course, whether or not the intention to decelerate is strong determines the magnitude of the obtained second assist change amount. Specifically, the auxiliary variable amounts of the M gears are all negative numbers, and the absolute value of the accelerator opening degree variable rate is positively correlated with the absolute value of the selected second auxiliary variable amount.

In the case where M is a positive integer not less than 2, and also in the case where 5 shift positions are taken as an example, that is, M is 5, the accelerator opening change rate is represented by Δtp, and the threshold value setting is continued by using a to E in the foregoing embodiment, when Δtp belongs to the interval of [ -B, -a), the auxiliary change amount selected from the auxiliary change amounts of 5 shift positions according to the second correspondence rule is specifically x1, and x1 is taken as the second auxiliary change amount. Accordingly, when Δtp belongs to the interval of [ -C, -B), x2 is taken as the second auxiliary variation according to the second correspondence rule. When ΔTP falls within the interval [ -D, -C), x3 is taken as the second auxiliary variable. When Δtp belongs to the interval [ -E, -D), x4 is taken as the second auxiliary variable, and when Δtp belongs to the interval [ - ≡ -E), x5 is taken as the first auxiliary variable.

In this example, a is taken as the second threshold value, a < B < C < D < E, and since the absolute value of the accelerator opening change rate and the absolute value of the selected second assist change amount are positively correlated, in this embodiment, x1 to x5 are negative numbers, and x1 > x2 > x3 > x4 > x5, that is, the absolute value of x1 is minimum, and the absolute value of x5 is maximum, so that the more the user's intention to decelerate is strong, the more the accelerator opening change rate is negative and the greater the absolute value is, the greater the absolute value of the second assist change amount is obtained, and the more the actual assist amount is reduced.

In the same way as above, after the second auxiliary variable amount is determined, the actual auxiliary variable amount at the previous time is required to be overlapped with the current second auxiliary variable amount, if the overlapped result is higher than the set minimum auxiliary variable threshold value, the overlapped result can be used as the value of the actual auxiliary variable at the current time, otherwise, if the overlapped result is lower than the minimum auxiliary variable threshold value, the minimum auxiliary variable threshold value is used as the value of the actual auxiliary variable at the current time.

In practical applications, for convenience in setting the value, the minimum auxiliary threshold is usually set to 0, and of course, a value slightly higher than 0 may be selected as required, which does not affect the implementation of the present invention.

In one embodiment of the present invention, the method may further include:

when the timing duration of the timer reaches the set first duration, the magnitude of the auxiliary quantity of the control motor is reduced to 0 and the second duration is continued, and the timer is reset.

This embodiment allows for a graded application of the motor assist amount, mainly to allow the user to have a better experience of acceleration/deceleration, while the motor assist amount should be gradually removed when the user wishes the vehicle to run smoothly, i.e. when the accelerator opening is restored to be stable.

In this regard, in this embodiment, a timer mechanism is provided, that is, if the assist amount size of the motor is maintained at 0, the assist amount size of the motor is maintained at 0. When the auxiliary quantity of the motor is changed from 0, namely, the change rate of the accelerator opening is larger than a preset first threshold value, the auxiliary quantity of the motor is controlled according to the calculated actual auxiliary quantity, and the timer counts time.

In the timing process of the timer, the auxiliary quantity of the motor can be changed according to the above rule, and the description is not repeated herein, but when the timer is finished, that is, if the timing duration reaches the set first duration, the auxiliary quantity of the motor is controlled to be reduced to 0 and to last for the second duration, and the timer is reset. Of course, when the magnitude of the assist amount of the control motor is reduced to 0 after the first period, the assist amount may be reduced to 0 directly or may be reduced to 0 gradually to ensure the stability of the vehicle.

It will be appreciated that for the timer of this embodiment, either a forward count from 0 or a reverse count may be selected without affecting the practice of the invention. For example, in the embodiments of fig. 4a to fig. 4d, a countdown method is adopted, that is, each time the timer is reset, the value of the timer is restored to a default count value, for example, the count value is referred to as T, if the timer is started to count, the T gradually decreases, and when the T decreases to 0, it is indicated that the count time period of the timer reaches the set first time period, the magnitude of the auxiliary quantity of the motor can be controlled to decrease to 0 and continue for the second time period. For example, in the embodiment of fig. 4a, the duration from t3 to t5 is the first duration, and the duration from t5 to t6 is the second duration.

The second time period is typically not too long to ensure that the motor assist amount can be reapplied when desired by the user. In practical application, 1 flag bit allowed by the auxiliary quantity may be set to indicate whether the auxiliary quantity is allowed to be applied currently, for example, when the flag bit is a default value of 0, the auxiliary quantity is allowed to be applied currently, and when the flag bit is 1, the auxiliary quantity is not allowed to be applied currently, for example, when the timing duration of the timer in this embodiment reaches a set first duration, in the process of a subsequent second duration, the flag bit is kept to be 1, and after the second duration, the flag bit is restored to be 0. As another example, in the following embodiments, when a corresponding component fails, the flag bit may also be set to 1 until the failure is repaired.

In one embodiment of the present invention, the method may further include:

after the second period of time, the motor is controlled to a state of charge to charge a battery of the vehicle by the motor before the magnitude of the assist amount of the motor changes.

This embodiment allows for that, during the duration of the second period, it is not convenient to charge the battery of the vehicle directly at this time because the assist amount of the motor just returns to 0, and after the second period, before the assist amount of the motor changes, that is, it is explained that the assist amount of the motor remains 0 at this time, the motor can be controlled to be in a charged state, so that the battery of the vehicle is charged by the motor. When the battery of the vehicle is charged, the motor is used as a generator.

In one embodiment of the present invention, the method may further include:

the magnitude of the assist amount of the control motor is maintained at 0 when the rotational speed of the engine is detected to exceed the set first rotational speed range and/or when an engine failure is detected.

In this embodiment, it is considered that if the rotational speed of the engine exceeds the set first rotational speed range, the magnitude of the assist amount of the motor may be controlled to be kept at 0 to secure the running safety. Correspondingly, if the engine fault is detected, the auxiliary quantity of the motor should be controlled to be kept at 0 so as to ensure the driving safety. In the embodiment of fig. 3, the EMS may determine the engine speed and engine fault condition and communicate the result to the VCU.

In one embodiment of the present invention, the method may further include:

Such an embodiment allows for, in some embodiments, the possibility that: the user increases the accelerator opening, at which time the motor outputs the assist amount, and then the user returns the accelerator slowly, i.e. the accelerator opening change rate is negative, but the absolute value is not greater than the second threshold, and according to one embodiment of the foregoing, the assist amount is continuously output until the first time period is over.

In this embodiment, if the accelerator opening is detected to be low during the slow return of the accelerator by the user, the auxiliary quantity driving may be exited, that is, when the accelerator opening change rate is detected to be negative and the absolute value is not greater than the preset second threshold value, and the current accelerator opening is lower than the preset first opening threshold value, it is indicated that the acceleration demand is not strong by the user, and the auxiliary quantity driving may be exited directly, that is, the actual auxiliary quantity at the current moment may be set to 0.

The specific value of the first opening threshold can be set according to actual needs.

In one embodiment of the present invention, the method may further include:

In this embodiment, in consideration of one or more of the battery failure and VCU failure of the vehicle if the motor fails, the magnitude of the auxiliary quantity of the motor may be controlled to be maintained at 0, so as to ensure driving safety.

Generally, whether or not a battery of a vehicle is malfunctioning may be detected by a BMS (Battery Management System ), thereby informing the VCU.

In addition, the BMS can also perform charge/discharge management on the storage battery and perform functions such as charge/discharge protection, cell balancing and the like. In fig. 3, the VCU is also connected to a brake switch to detect whether a user has performed a braking operation.

In this embodiment, if an abnormality in the stability of the vehicle is detected, the magnitude of the assist amount of the motor may be controlled to be kept at 0.

The VCU can detect the vehicle speed through a vehicle speed sensor, and further judge whether the vehicle speed exceeds a set vehicle speed range. The abnormal stability of the vehicle refers to the situation that the vehicle slips, and the stability detection of the vehicle can be generally realized through a lateral and/or vertical acceleration sensor.

And when the conditions occur, the auxiliary quantity of the motor can be controlled to be kept at 0 so as to ensure the driving safety. It can be seen that in this embodiment, besides controlling the magnitude of the auxiliary quantity of the motor to be 0 when the component fails, the situations of excessive speed and slipping of the vehicle are considered, which is beneficial to effectively ensuring the driving safety.

In some embodiments, whether or not to permit the assist amount to be applied may be determined based on the SOC (State of charge) of the battery.

That is, in a specific embodiment of the present invention, it may further include:

The values of the first electric quantity threshold and the second electric quantity threshold are set according to the needs, but it is understood that the first electric quantity threshold is lower than the second electric quantity threshold. When the electric quantity of the storage battery of the vehicle is higher than the first electric quantity threshold value, the electric quantity of the storage battery is enough, so that the motor can be allowed to output the auxiliary quantity, otherwise, when the electric quantity of the storage battery is lower than the second electric quantity threshold value, the electric quantity of the storage battery is insufficient, and the motor is forbidden to output the auxiliary quantity. In practical applications, the battery level may be detected by the BMS and sent to the VCU.

Referring to fig. 4a, a schematic diagram of the auxiliary output in the first scenario of the present invention is shown. At times t0 to t3 in fig. 4a, the increase in the accelerator opening change rate does not occur more than the preset first threshold value, and therefore the actual assist amount remains at 0, and the motor is in the generator state. In fig. 4a, a broken line indicates that the actual assist amount of the motor is 0 and is not in the generator state, a straight line higher than 0 indicates that the motor is in the generator state, and the broken line indicates that the output of the actual assist amount is performed when the broken line is down, that is, the upper and lower portions of the broken line 0 do not indicate the positive and negative of the actual assist amount.

At time t3, it is detected that the increase of the accelerator opening change rate is greater than a first threshold value, and the control motor is switched from a generator state to a motor state, so that an auxiliary torque is provided for the whole vehicle.

When the timing duration of the timer reaches the first duration, i.e. at time t5 in fig. 4a, the actual assist amount decreases to 0 and continues for a second duration, and at time t6, the second duration ends. And the actual auxiliary quantity is 0 during the duration of the second time period, and the motor charges the lithium battery in a generator state after the second time period is over.

FIG. 4b is a schematic diagram of the auxiliary output in a second scenario of the present invention. The difference from the above example is that at time t4, the user has an intention to accelerate again, then the first auxiliary variable is calculated at this time and is superimposed with the actual auxiliary variable at the previous time, i.e. at time t3, to obtain the actual auxiliary variable at the current time. Of course, the actual assist amount obtained cannot exceed the set upper limit.

FIG. 4c is a schematic diagram of the auxiliary output in a third scenario of the present invention. The difference from fig. 4b is that at time t4, the user has a deceleration intention, and when the detected change rate of the accelerator opening is negative and the absolute value is greater than the preset second threshold, the determined second auxiliary change amount is negative, so that the obtained actual auxiliary amount at the current time is reduced after the actual auxiliary amount at time t3 is superimposed, and the deceleration intention of the user is also facilitated.

FIG. 4d is a schematic diagram of the assist level output in the fourth scenario of the present invention, wherein the minimum assist level threshold is set to 0. The difference from fig. 4b is that at time t4, the user's deceleration intention is very strong, at this time, it is detected that the accelerator opening change rate is negative and the absolute value is greater than the preset second threshold, and the obtained value is less than or equal to 0 after the actual assist amount at time t3 is superimposed with the current second assist change amount, so the obtained actual assist amount at the current time is 0.

In the embodiment of fig. 4d, when the detected actual assist amount is reduced to 0, the first time period may be directly considered to be ended, the timing of the first time period may be stopped, and the timing of the second time period may be further started.

In addition, in the embodiment of fig. 4a to 4d, only the case where the assist amount is switched 2 times is described in the first period, it will be understood that in practical application, the assist amount output by the motor may be switched 3 times, 4 times or more based on the change rate of the accelerator opening in the first period, and the switching logic is not repeated here.

Corresponding to the above method embodiments, the present invention also provides a control system for a hybrid vehicle, which can be referred to above in correspondence with each other.

An engine and motor of a vehicle are coaxially coupled to collectively power the vehicle, and referring to fig. 5, a control system of the hybrid vehicle may include:

the engine power control module 501 is used for detecting the opening degree of the accelerator and controlling the power output of the engine according to the opening degree of the accelerator;

the first auxiliary change amount calculating module 502 is configured to select, when it is detected that the accelerator opening change rate is greater than a preset first threshold, an auxiliary change amount corresponding to the current accelerator opening change rate from the auxiliary change amounts of the N gear positions according to a first corresponding rule, as a current first auxiliary change amount;

the actual auxiliary amount calculating module 503 is configured to superimpose the actual auxiliary amount at the previous time with the current first auxiliary variable amount, and clip the superimposed result by using the set maximum auxiliary amount threshold value to obtain the actual auxiliary amount at the current time;

the motor auxiliary quantity control module 504 is used for controlling the auxiliary quantity of the motor to be the obtained actual auxiliary quantity at the current moment;

Wherein, the opening degree of the accelerator is positively correlated with the power output of the engine; n is a positive integer not less than 2, and the first threshold is a value not less than 0; the auxiliary variable quantities of the N gears are positive numbers, and the accelerator opening degree variable rate is positively correlated with the selected first auxiliary variable quantity.

In one embodiment of the present invention, the method further comprises:

the first auxiliary change amount calculating module is used for selecting an auxiliary change amount corresponding to the current accelerator opening change rate from the auxiliary change amounts of the M gears according to a second corresponding rule as a current second auxiliary change amount when the accelerator opening change rate is detected to be negative and the absolute value is larger than a preset second threshold value;

the actual auxiliary amount calculating module 503 is further configured to: superposing the actual auxiliary quantity at the previous moment with the current second auxiliary variable quantity, and limiting the superposition result through a set minimum auxiliary quantity threshold value to obtain the actual auxiliary quantity at the current moment;

In a specific embodiment of the present invention, the device further includes a timer control module for:

In a specific embodiment of the present invention, the charging control module is further configured to:

In one embodiment of the present invention, the motor assist amount control module 504 is further configured to:

In a specific embodiment of the present invention, the method further includes an auxiliary quantity pause output module for:

In one embodiment of the present invention, the auxiliary quantity suspension output module is further configured to:

the magnitude of the assist amount of the control motor is kept at 0 when a VCU failure is detected, and/or when a motor failure is detected, and/or when a vehicle speed exceeding a set vehicle speed range is detected, and/or when a battery failure of the vehicle is detected, and/or when an abnormality in the stability of the vehicle is detected.

Corresponding to the above method and system embodiments, the embodiments of the present invention also provide a control apparatus of a hybrid vehicle and a computer-readable storage medium, which can be referred to in correspondence with the above.

Referring to fig. 6, the control apparatus of the hybrid vehicle may include:

a memory 601 for storing a computer program;

a processor 602 for executing a computer program to implement the steps of the control method of the hybrid vehicle of any of the embodiments described above.

The computer-readable storage medium has stored thereon a computer program which, when executed by a processor, implements the steps of the method of controlling a hybrid vehicle of any of the embodiments described above. The computer readable storage medium as described herein includes Random Access Memory (RAM), memory, read Only Memory (ROM), electrically programmable ROM, electrically erasable programmable ROM, registers, hard disk, a removable disk, a CD-ROM, or any other form of storage medium known in the art.

It is further noted that relational terms such as first and second, and the like are used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Moreover, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one … …" does not exclude the presence of other like elements in a process, method, article, or apparatus that comprises the element.

Those of skill would further appreciate that the various illustrative elements and algorithm steps described in connection with the embodiments disclosed herein may be implemented as electronic hardware, computer software, or combinations of both, and that the various illustrative elements and steps are described above generally in terms of functionality in order to clearly illustrate the interchangeability of hardware and software. Whether such functionality is implemented as hardware or software depends upon the particular application and design constraints imposed on the solution. Skilled artisans may implement the described functionality in varying ways for each particular application, but such implementation decisions should not be interpreted as causing a departure from the scope of the present invention.

The principles and embodiments of the present invention have been described herein with reference to specific examples, but the description of the examples above is only for aiding in understanding the technical solution of the present invention and its core ideas. It should be noted that it will be apparent to those skilled in the art that the present invention may be modified and practiced without departing from the spirit of the present invention.

Claims

1. A control method of a hybrid vehicle, characterized in that an engine of the vehicle is coaxially connected with a motor to jointly power the vehicle, the control method of the hybrid vehicle comprising:

2. The control method of a hybrid vehicle according to claim 1, characterized by further comprising:

3. The control method of a hybrid vehicle according to claim 1, characterized by further comprising:

4. The control method of a hybrid vehicle according to claim 3, characterized by further comprising:

5. The control method of a hybrid vehicle according to claim 1, characterized by further comprising:

6. The control method of a hybrid vehicle according to claim 1, characterized by further comprising:

7. The control method of a hybrid vehicle according to any one of claims 1 to 6, characterized by further comprising:

8. The control method of a hybrid vehicle according to claim 7, characterized by further comprising:

9. A control system for a hybrid vehicle, wherein an engine of the vehicle is coaxially coupled with an electric motor to collectively power the vehicle, the control system comprising:

10. A control apparatus of a hybrid vehicle, characterized by comprising:

a memory for storing a computer program;

a processor for executing the computer program to implement the steps of the control method of a hybrid vehicle according to any one of claims 1 to 8.

11. A computer-readable storage medium, characterized in that the computer-readable storage medium has stored thereon a computer program which, when executed by a processor, implements the steps of the control method of a hybrid vehicle according to any one of claims 1 to 8.